Railway truck



Nov. 27, 1945. K. DOUGLASS ETAL RAILWAY TRUCK" Filed Jan. 19, 1942 5 Sheets-Sheet 1 Nov. 27, 1945. K. DOUGLASS ETAL 2,389,614

RAILWAY TRUCK Filed Jan. 19, 1942 5 Sheets-Sheet 2 K. DOUGLASS ET AL RAILWAY TRUCK Filed Jan. 19, 1942 5 Sheets-Sheet 3 Nov. 27, 1945.

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Nov. 27, 1945. K. DOUGLASS ETAL RAILWAY TRUCK Filed Jan. 19, 1942 K. DOUGLASS ET AL,

RAILWAY TRUCK Filed Jan. 19, 1942 5 Sheets-Sheet 5 fizz/42 72507 5 Patented Nov. 27, 1945 RAILWAY TRUCK Kingman Douglass, Lake Forest, and Carl R. Moline, Homewood, IlL, assignors to Allied Railway Illino iEquipment Company, a corporation of Application January 19, 1942, Serial No. 427,248

10 Claims. This invention relates to railway equipment,

and more particularly to trucks and brake mechanism therefor.

One of the objects of the invention is the provision of new and improved brake mechanism for railway trucks that is so constructed that the same, together with the wheels and axles, may be easily and readily removed from the truck frame.

A further object of the invention is the provision of a new and improved brake frame and brake supporting mechanism that is mounted on the truck axle independent y of the truck'frame, and that is-cso constructed and arranged that the f frame may move laterally independently of he truck axles.

Another object of the invention is the provision of a new and improved railway truck having novel means for providing a maximum independent endwise movement of the axles of the truck.

Another object of the invention is the provision of a new and improved truck having novel means for connecting the bolster to the side frames of the truck.

A. still further object of the invention is the provision of a new and improved truck for railway cars that is simple in construction, comparatively inexpensive to manufacture, easily assent. bled, eflicient in operation, and that is not likely to be broken or get out of order.

Other and further objects and advantages of the invention will appear from the following description, taken in connection with the ac'companying drawings, in which Fig. 1 is a plan elevation of a truck embodying the invention, with parts broken away;

Fig. 2 is a side elevation thereof with parts in section and parts broken away;

Fig. 3 is a section on the line 3-3 of Fig. 1;

Fig.- 4 is a section on the broken line 44 of Fig- Fig. 5 is a section on the line 5-5 of Fig. 1;

Fig. 6 is a section on the line 6-6 of Fig. 4;

Fig. 7 is a section on the line of Fig. 1;

Fig. 8 is a perspective view of one of the journal boxes, with parts removed for the sake of clearness;

Fig. 9 is a perspective view of one of the swing hangers, with parts broken away and parts in dotted line;

Fig. 10 is a perspective view of a wear plate used in connection with the journal box:

Fig. 11 is a plan view of a modified form of construction shown more or less diagrammatically;

Fig. 12 is a section on the line i2l2 of Fig. 11; and

Fig. 13 is a section on the broken line lt-lt of Fig. 12.

In recent years the trend in the operation of railway cars is toward greater and greater speed. But with the advent of higher speeds many serious problems not present in slower moving cars have developed. Among these problems is the cushioning of the lading, especially against side shocks due to the violent contacts'ofthe wheel flanges against the rails, particularly on entering sharp curves at high speeds. These shocks were relatively unimportant at low speeds, but at the high speeds now prevailing considerable damage, especially to light lading, may occur.

The present invention seeks to cushion these shocks by swingingly supporting the car from the axles and by providing means whereby the axles may have considerable endwise movement independently of each other and of the car body.

But so mounting the car involves a special mounting for the brake mechanism so that the brake blocks will properl engage the tire tread under all conditions requiring the application of the brakes.' Furthermore, in the normal cushioning operation of railway cars it is not infrequently necessary to change the wheels and axles of the truck because of the wear of the tread and flanges of the wheels, due to frictional contact of the wheels with the rails and to the frictional contact of the brake shoes with the tread surfaces of the Wheels. This wear of wheels is often uneven, resulting in out of round or what is termed flat" wheels. The wheels may be returned a limited number of times, but must be replaced when the wear exceeds a predetermined amount. In any event, the wheeled axles must be removed when the wheels are to be replaced or returned, and the present invention seeks to provide new and improved means for accomplishing this purpose.

Referring now to the drawings, the reference character It) designates a truck having having a truck frame ii, a bolster l2, and a pair of axles l3, ll, each of which is provided with wheels I5, I 6, rigidly mounted thereon, as is usual in such constructions. A brake frame H is provided for each axle, and is adapted to have the brake mechanism l8 mounted thereon, as will presently appear.

The truck frame H comprises the side frames l9, 2|, each of which is provided with a bolster opening 22 into which the ends of the bolster 12 extend. The bolster I2 is adapted to support a loss.

body bolster 23. Fig. 4, which in turn supports the car body 24 in the usual manner. The ends of the bolster are provided with'downwardly extending flanges 25, 25, Fig. 4, forming a channel which receives the corresponding upper portion of the tension member 21 of the side frame. If desired the tension member 21 of each side frame may be provided with one or more upwardly extending studs 23, which are adapted to extend through corresponding openings 23 in said'bolster member [2, as clearly shown in Fig. 4 of the draw- Each stud 23 may be provided with an opening 3|, Fig. 2, through which a bolt or pin 33 extends. The stud 23 and pin 33 are not nec essary to the construction of applicants device, but are preferably employed during war times since they will hold the truck in-assembled relation even though the same be derailed for any reason whatever, as by being bombed or the like.

The side frames shown are cast, and are hollow, as clearly shown in Fig. 4, but it is understood that they may be built up from sheet metal, if it is so desired. Each end of each side frame is provided with depending pedestals or pedestal jaws 32, 33, Fig. 2, which may be provided with wear plates 34, 35, for engaging the wear plates on the journal box, as will presently appear. Mounted on each of the axles at the outer ends thereof are the journal boxes 35, which are adapted to engage between the pedestal laws, as is usual in such constructions. Each of the side frames is provided with a plurality of openings or cut-out portions 31, 35, 33, 4|, 42, which not only lighten the weight of the truck, but these openings are so positioned that the springs and brake operating mechanism may be viewed therethrough.

Each journal box 35, Fig. 8, has mounted on the top thereof a lug 43, having an aperture 44 therethrough. The lug 43 may be integral with the top wall of the journal box, as shown in Fig. 8, and is adapted to have the brake frame attached thereto, as will be described hereinafter. The top wall of the journal box is also provided with a transversely extending rib 45, which is curved on its upper surface to form a journal for a swing hanger 45, as will presently appear. Lugs 41, 48, are provided at opposite sides of the rib or journal 45 at each end thereof, for preventing displacement of the swing hanger 45. The upper wall of the journal box is provided with an overhanging lug 43 at each side, and this lug is spaced from the back wall in order to provide clearance for bolts 5|, the heads of which engage beneath the overhanging lug-and adjacent portion of the top for holding the bolt.

Suitable means are provided for swingingly an resiliently supporting the truck frame from the wheel axles. In the form of construction selected to illustrate one embodiment of the invention, swing hangers and suitable springs are employed for this purpose. As shown, there is a swing hariger for each journal box, and the journal box is so constructed that the swing hanger may extend between the sides of the journal box and the adjacent pedestals. Each swing hanger is in the form of an inverted U, as shown in Fig. 9, having the upper connecting portion 52, shown in dotted lines in Fig. 9, and the depending arms 53, 54. The lower ends of the arms 53, 54, are

enlarged, and are provided with elongated openings 55, 55, which are egg shaped, having the smaller portion of the slot or opening at its lower end, A wear member 50, of special wear resistant material, having upstanding and outwardly extending flanges 53 forming a channel for receiving the connecting or cross member 52 and the upper curved portions of the arms, is provided for each swing hanger. This wear member 53 is provided on its under side with a concave bearing 51, which is adapted to engage the curved journal or rib 45 on the journal box.

The lugs 41, 43, at each end of the rib or journal 45 prevent displacement of the swing hanger relative to the journal box. The rib 45 is formed by increasing the thickness of the top wall of the journal box. and since this wall is thickened it is greatly reinforced against breakage. Furthermore, by this arrangement of the journal box and bearing dirt or foreign matter will not collect or accumulate in the joint but will be dis charged therefrom by the movement of the swin hanger.

The journal box 35 is provided on each side adjacent each end thereof with outwardly extending lugs 53, 53. These lugs or projections are rabbeted, as at 5|, 52, to form grooves or retaining lugs or ledges for a wear plate 53, which is adapted to be slid into position from the top in back of the retaining ledges 5|, 52. Each side wall of the journal box has rigidly attached thereto, or integral therewith, spacer lug members or flanges 54, 55, which engage the plate 53 and are spaced to form an ample clearance for the arms of the swing hanger. The flange 53 is wider than the flange 53, so that the outer end 35 of the plate 53 is bent inwardly to engage inwardly of the ledge H, as shown more particularly in Fig.1. The lugs or flanges 54, 55, Fig. 6, are such distances apart as to constitute a limitation or stop for the swinging movement of the arms 53, 54. The lower end of the inner flange 53 is provided with a ledge or abutment 51, which is positioned beneath the plate 53 and constitutes a stop for the downward movement of said plate.

The swing hangers, in normal position, diverge downwardly, so that when the truck rounds curves the movement of the swing hangers, due to the centrifugal movement of the car body and truck frame, will bank the body, as will be understood by an inspection of Fig. 4. This swinging movement tends to cushion the impact of. the wheel flanges against the curved portionof the rail in entering a curve. The flanges 53 extend laterally a suiflcient distance to constitute a limiting stop for the endwise movement of the axle, as will be understood from an inspection of Fig. 6.

As shown, the axles have considerable endwise movement relative to the side frame. In the form of..construetion selected to illustrate one form of the invention, the normal distance between the pedestals 33 or wear plate 35 and the flange 59, Fig. 6, is approximatel 1%" at each end of the axle, which insures a total endwise movement of the axle relative to the side frame of 3 On entering a curve, for instance, with the conventional truck the flanges of the wheels will strike the rail with such force as to cause a sharp shock to the lading. Especiall is this true where the load is such as to spring the car body bolster so that the side bearings are in frictional engagement. There is a very limited endwise movement of the axles relative to the truck frame,-on conventional freight cars, and since the friction between the side bearings would substantially prevent side movement of the truck bolster relative to the car body, it will be seen that on entering curves the shock of contact between the flanges and rail would be communicated almost with full force to the lading. In

the pres nt invention, however, the shock is initially cushioned by the endwise movement of the axles relative to the truck frame.

This endwise movement will be resisted by the friction of the parts so as to cushion this shock materially. The endwise movement of the axles will not be afiected even though the side bearings be in engagement, because the axles move independently of the side frames. This endwise movement of the bolsters on entering the curve. together with swinging of the car and side frames on the swing hanger suspension, effectually cushions the blow incident to the violent contact of the flanges with the rails on entering curves at 5 bars may be cast or otherwise constructed. As

shown, they are cast. The end bar 85 may be provided with a downward offset 88, as shown in Fig. 4, for providing clearance for a portion of the brake operating mechanism when certain type of brake operating mechanism is employed.

The central portions of the side bars 83, 84, are rigidly connected to the corresponding journal box, as by means of the bolts 5|, Figs. 5 and- 8. The bolts 5| have their heads engaging behigh speed. This is considered an important neath the ledges 8| formed beneath the profeature of the invention, because it eliminates, to jections 48, Figs. 5 and 8. If desired the side a large extent, injury to lading during transit. bars 83, 84, which may be hollow, may be pro- A spring supporting bar 88, Figs. 2 and 4, exvided with openings in the bottom wall for reen through h p nin s 5 of the swing ceiving the lug 43, and are held on said lug by a hanger, and both project forwardly and rear- 2 transverse bolt 82, as shown more clearly in wardly thereof, as clearly shown in Fig. 2. The Fig. 5. lower edge of the bar is provided with a pair of In order to increase the bearing surfaces of sockets having concave bottom walls, as indicated the side bars they may be provided with flanges in dotted lines at 88in Fig, 2, and these concave 83, 84,-, Figs. 4 and 7, for engaging the upper walls constitute bearings which are engaged by surface of the journal boxes at opposite sides the corresp g convex surfaces 'II on wear of the lugs 43. The brake and brake operatplates I2, Fig, 4, secured in the lower ends of the ing mechanism is supported from the brake slots 55, 56. The pedestals 32, 33, have their adframes. As shown, the end bars of the adja- Ja W811s t cally slotted, as shown at I3 in cent brake frames have mounted thereon brake Fig. 4, and shown at I3 in Fig. 13, for slidably hanger brackets 85, 88, Fig. 3, adjacent each receiving the bar 88 or 68*. These slots are of such length as to provide sufilcient clearance for the spring bar when the truck frame moves vertically on the spring suspension.

The end portions of the bar 68 are provided on 3 their upper surface with concave recesses 14, 15. for receiving the lower convex surface of spring plates I8, TI, as shown more clearly in Fig. 2. These plates have upstanding flanges I8, which constitute spring positioning means for receiving the lower ends of springs I8, 8|, at each side of the axle.

The truck frame is hollow, and the springs I8, 8|, are positioned within the hollow side frames for supporting these frames from the bar 68, which in turn is supported by the swing hanger 46, journaled on the corresponding journal box.

It will thus be seen that the axles may move laterally of the truck frame; that is, longitudinally of the axles and independently of each other. This is considered an important feature of the invention, because it assists in cushioning the shocks incident to the operation of ,the truck on rounding curves, as when the flange ofthe wheel comes in violet contact with the rail on entering the curve at high speeds. The axles will then move inwardly relative to the curve, and the friction of the parts resisting this movement will tend to cushion the shock.

Since the truck frame may move laterally of the truck relative to the wheel axles and journal boxes, it is desirable that means be provided for not only preventing the spreading of the journal boxes but also for supporting the brake beams and rigging so that under any and all conditions the brake shoes, when applied, will properly engage the tread surfaces of the wheels.

In the form of construction shown in Figs. 1 to 18 a brake frame I1 is provided for each axle for supporting the brake operating mechanism. In the form of construction selected to illustrate one embodiment of the invention, these frames are rectangular in form, and each comprises a pair of side bars 83, 84, Figs. 1 and 3, which are rigidly connected to end bars 85, 88, in any suita -tlvely.

end thereof, and since these brackets are substantially alike only one need be described. The bracket 85, shown in Fig. 3, is attached to the top and side of the bar 85, as at 81, 88, respec- The upper end of the bracket is bifurcated, and a brake supporting link 88 is journaled in the bifurcation and held in position, as by means of a bolt I8I. The lower ends of the links 88 are attached to the brake heads I82, Fig. 3, which are rigidly connected to the brake beam I83. This brake beam may be of the usual or any well known construction. That shown is of the trussed type, and comprises the bar I83, which may be considered the compression memher, and a V-shaped tension member I85, having its ends rigidly connected to the bar I83 and its intermediate portion separated from the bar by a strut I88. Since the details of the brake beam constitute no part of the present invention it is not thought necessary to further illustrate or describe the same. I

The brake operating mechanism comprises a 'iieaii lever I8I, pivoted at its lower end, as at I88, to the strut I86, and at its upper end to a brake slack adjusting device I88, which in turn is pivoted to a bracket IIIJ rigidly connected to the bolster I2, Fig. 1. The brake beam for the wheels on the axle I3 is similar to that just described, and, as shown in Fig. 1, the live lever 0 III is pivotally connected to the strut I85, and

has pivotally attached to its intermediate portion a floating link I I2, the opposite end of which is pivoted to the dead lever I8'I.

In the form of construction shown, the link H2 extends through an opening 2' through attached to the lower surface of the bolster, and

has it's ends offset downwardly and extending beneath the two brake beams I83, respectively. It will thus be seen that when the live lever. III is forced to the right in Fig. 1 by the brake rod 88 the brakes will be applied to the two sets these brakes.

of wheels of the truck I0, as shown in Fig. 1.

The form of construction shown in Figs. 11, 12 and 13 differs from that described above in that clasp brakes are employed instead of the single brake for each set of wheels. In this form of construction the outer end bars 36 of each brake frame I'I has attached adjacent each end thereof a bracket 35" which is adapted to support the additional brake mechanism II5, Fig. lzfi s ince the brackets 36-, frame members 36', thebrake heads I02, and shoes I areduplicates of those already describediit is.not thought necessary to further illustrate or describe the same. These parts are similarly designated on the drawings by the use of the same numerals accompanied by letters.

Suitable brake operating mechanism IIG, Fig. 11, of any suitable type, is provided for operating As shown, the brake beams I33, I42, I21 and I43 are all similar and are of the trussed type, as described above. The dead lever I22 is pivoted at an intermediate portion to the brake beam I43, as at I23. One end of this lever is attached to a connecting link I24, which is anchored to the bolster I2. The opposite end of the dead lever is connected to a floating rod or link I25, which in turn is pivotally connected to one end of a brake lever I26, the intermediate portion of which is pivoted to the brake beam I21, as at I23. The opposite end of the brake lever I26 is pivotally connected to a connecting link I23, which in turn is pivotally connected to a floating lever I3I, fulcrumed as at I32. The fulcrum I32 is anchored on the center sill of the car, or the like. nected to one end of a live lever I33, as by means of the floating link I34, which extends across above the bolster. The live lever I33 is connected at its Opposite end to a brake beam lever I35, as by means of the link I36. The brake beam lever I35 is pivotally connected at one intermedlate point to the brake beam I42, as at I31. The opposite end of the brake beam lever I 35 is pivotally connected to a companion brake beam lever I31, as by means of the link I40.

The lever I3'I in turn has its intermediate portion pivotally connected to the brake beam I38 and its other end to a, link I39 anchored on the bolster I2'-. Attached to an intermediate portion of the live lever I33 is the pull rod or brake rod I, which extends to the air brake cylinder (not shown). It will thus be seen that when the brake or pull rod I is moved toward the left in Fig. 11 both sets 'of brakes will be set simultaneously.

In both forms of the device the foundation brake, including the operating mechanism, is entirely supported by the brake frames, except for the slack adjuster and brake cylinder and certain anchors for the brake operating levers. Each of the wheeled axles and its corresponding brake frame are removable as a unitary structure from the truck. In removing these structures from the truck, pins are inserted through alined openings I20, Fig. 2, in the outer furcations of the pedestals beneath the spring seats, for holding the spring and seat in assembled relation. The link II2, Fig. 1, the slack adjuster H0, and brake rods are released, after which the car and truck frame are jacked up enough to remove the spring supporting bars 68, after which the car and truck frames are elevated to free the axles. The wheeled axles may then be rolled out from under the car, together with the brake frames attached thereto.

In certain types of foundation brake mech- One end of lever I3I is con- 2,389,014- anism the floating link I34, Fig. 11, extends beneath the bolster. and in that event it will not be necessary to disconnect the same when the truck frame is elevated for releasing the axles and brake frames. In the form of construction shown in Fig. 11, additional brake beam safety hangers II8, Fig. 13, are provided. These hang ers are rigidly attached to the depending Dedes tals 33-, 34, as by means of bolts II6, I2I, Fig. 13, which extend through the hanger H3 and through the adjacent side wall of the pedestals. One of these safety hangers is provided for each side of the truck, and the free end of each hanger extends beneath the brake beam I03", as clearly shown in Fig. 13 of the drawings. The other or inner brake beam I03, for each axle, has safety hangers I I3 corresponding to the safety hangers II3 of the previously described construction, and are similarly removably attached in the same manner to the bolster. These hangers must also all be removed prior to removing the truck frame from the wheeled axles.

It is thought from the foregoing, taken in connection with the accompanying drawings, that the construction and operation of our device may be apparent to those skilled in the art, and that changes in size, shape, proportion and detail may be made without departing from the spirit and scope of the appended claims.

We claim as our invention:

1. In a railway truck, a pair of wh'eeled axles, journal boxes for said axles, swing hangers mounted on said Journal boxes, a truck frame comprising side frames supported by said swing hangers from said journal boxes, means for connecting said side frames together, a polygonal brake frame for each axle, means for rigidly connecting each frame to the journal boxes of the corresponding axles, and brake beams and operating mechanisms supported by said brake frames, said brake frames being located wholly between said side frames and free from said first-named means, whereby said truck frame may be elevated from said wheeled axles and brake frames.

2. In a railway truck, a pair of wheeled axles having Journal boxes on each end thereof, a truck frame comprising side frames having pedestals vertically and slidably engaging said journel boxes, means for connecting said side frames together, a rigid brake frame for each axle rigidly connected to the corresponding journal boxes for holding said journal boxes in spaced relation, said brake frame being spaced inwardly of and wholly between said side frames and free from said means, and brake beams swingingly mounted on said brake frames.

3. In a railway truck, a pair of wheeled axles having journal boxes on each end thereof, a truck frame comprising side frames having pedestals vertically and slidably engaging said journal boxes, means for connecting said side frames together, a rigid brake frame for each axle rigidly connected to the corresponding journal boxes for spacing said journal boxes, said brake frame being wholly between said side frames and spaced from said means, brake beams supported by said brake frames, and brake beam safety hangers rigidly connected to said truck frame and extending beneath said brake beams.

4. In a railway truck, a truck frame comprising side frames having depending pedestals, a bolster carried by said side frames, a plurality of wheeled axles, each having journal boxes slidably engaging said side frames, a rigid brake frame rigidly connected to said journal boxes for holding the journal boxes of each axle in spaced relation, brake beams supported from said brake frames and movable therewith independently of said truck frame, said side frame h'aving depending slotted pedestals, a spring supporting bar slidably mounted in each slot, swing hangers for supporting said bars from said journal boxes, springs for supporting said truck frame from said spring supporting bar, said pedestals each having alined openings for receiving pins for holding said springs assembled within said pedestals when said truck frame is elevated for permitting the removal of said axles and brake frames as assembled units.

5. In a railway truck, a truck frame having side frame members, a pair of wheeled axles for supporting said truck frame, means for rigidly connecting said side frames together, journal boxes for said axles, means for swingingly mounting said truck frame from said axle boxes, a rigid substantially rectangular brake frame rigidly mounted on said 'journal boxes and spaced inwardly of said side frames and spaced from said first-named means for holding said journal boxes in spaced relation, and clasp brake mechanism supported on said brake frame.

'6. A truck comprising side frames and a bolster connected thereto, said bolster having an opening transversely through its central portion, a pair of wheeled axles having journal boxes therefor, means for swingingly supporting said truck frame from said journal boxes, means for resiliently supporting said truck frame from said lastnamed means, a brake frame for each axle rigidly connected to the corresponding journal box, brake beams carried by each brake frame, and means comprising dead and live levers and connecting links for operating said brake beams for applying the brakes, said connecting links extending through said opening in said bolster.

7. In a railway truck, a pair of side frames, a pair of wheeled axles, journal boxes on the outer ends of said axles, a swing hanger pivoted to each journal box and extending downwardly and laterally outwardly relative to said truck, means including resilient members for supporting said side frames from said swing hangers whereby said axles may have endwise movement independently of each other and of the side frame, means for connecting said side frames together, a rigid rectangular brake frame for each axle rigidly connected to said journal boxes, and brake means supported from the brake frame, said brake frame being spaced inwardly of said truck frame and separated from said last-named means.

8. In a railway truck, a plurality of wheeled axles, journal boxes for said axles, a pair of side frames, means for swingingly supporting said side frames from said journal boxes, a bolster for rigidly connecting said side frames together, a brake frame rigidly mounted on said journal boxes, brake beams, means for swingingly supporting said beams from said brake frames fore and aft of the wheels of said axles, brake beam safety hangers rigidly secured to said bolster and extending beneath certain of said brake beams, and brake beam safety hangers rigidly secured to said side frames and extending beneath the remaining brake beams.

9. In a railway truck, a truck frame, a truck bolster supported by said frame, said frame having pedestals at each end thereof, axles vertically movable between said pedestals, wheels for said axles, clasp brake mechanism including brake beams for said wheels, brake beam safety hangers rigidly secured to said bolster and extending beneath the adjacent brake beams, and brake beam safety hangers rigidly secured to certain of said pedestals and extending beneath the remaining brake beams of said mechanism.

10. In a railway truck, a truck frame comprising side frames having depending pedestals, means carried by said side frames for connecting the same together for holding them for advancing one ahead of the other, a plurality of wheeled axles each having journal boxes slidably engaging said side frames, a rigid rectangular brake frame rigidly connected to said journal boxes for holding the journal boxes of each axle in spaced relation, said brake frame being spaced from said means longitudinally of the truck and spaced inwardly from said side frames transversely of the truck, brake beams supported from said brake frames and movable therewith independently of said truck frame, and means including spring mechanism for resiliently and movably supporting said truck frame from said axles.

KINGMAN DOUGLASS. CARL R. MOLINE, 

